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(No Mbdel.)

O. A. REYNOLDS 8v J. A. SHEPHERDSON.

SWITCH FOR RAILWAYS.

N0. 256,858. Patented Apr.25, 1882.

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UNITED STATES PATENT OFFICE.

ORRIN A. REYNOLDS AND JAMES A. SHEPHERDSON, OF OOVINGTON, KY.

SWITCH FOR- RAILWAYS.

SPECIFICATION forming part of LettersPate-nt No. 256,858, dated Apiil 25, 1882.

Application filed February 18, 183-2.

(No model.)

To all whom it may concern Be it known that we, ORRIN A. REYNOLDS and JAMES A. SHEPHERDsoN, of Ooviugton, in the county of Kenton and State of Kentucky, have invented a new and useful Implate removed to show interior construction.

Fig. 4 is a perspective view of end of car-platform, showing the manner in which the car is equipped to operate the switch; and Fig. 5 is an end view of the coping or plate which holds the switching mechanism.

The object of our invention is to provide a switch for street-railways which can be operated from the front platform of the approaching car at the pleasure of the driver or operator, as will now be described in detail.

Referring to the drawings, Arepreseuts the tracks of a street-railway, and B a shiftingrail, such as is now employed for the purpose of switching cars from one track to another.

No change whatever is contemplated in the structure or arrangement of the track and switches as now used. Our invention is simply added to the existing tracks.

0 represents acopiug or plate extending from 5 rail to rail, or it may extend under the opposite rails, as shown in Fig. 3. This coping is preferably cast, but may be constructed of sheet metal, or in any suitable manner adapted for the purpose in view. For the purpose of 4': adding greater strength, and also for the purpose of preventin g dirt, pebbles, &c., from working under the plate, we prefer to have each of the exposed edges 0 turned downward, as shown in Fig. 5. This plate has centrally, or

5 midway between the tracks, an aperture, 0,

of any suitable size sufficient to permit a re pairer to inspect or to replace the operatinglevers for the switch. This aperture is covered by a lid, D. At the end of the coping that abuts the shifting-rail B is a slot, E, the

object of which will be hereinafter explained.

On the under side of the coping O is a spider, F, the legs of which are secured on the opposite sides of the aperture 0 to the coping in a permanent manner, either by rivets or bolts.

Instead of spider F may be substituted a plate riveted to the coping O, or cast with it, so as to form one piece.

Projecting upward centrally from the spider is a lug, G. This lug also projects through the aperture of the revoluble lid D when said lid is in position.

H is a lever, parallel in point of direction with rails A, hinged centrally on the lug G of the spider. The forward end of thelever rests on a guard or truss, K, secured to the under side of the coping, and a lug, I, at this end also projects upwardly, so as to extend a suitable distance above the surface of the coping O.

A slot or gain, D, in the coping G or in the end of the lid I) being provided for the lug. The rear end of this lever H is hinged to one end of a transverse connecting-rod, J. The opposite end of this connecting-rod is attached to the movable end of the shifting-rail BI We do not confine ourselves to any particular form or place of connection; but for the present purposes we may state that a simple lug (not shown) projects upward from the rod J through the slot Eaud connects with the shifting-rail. It will therefore be observed that as the forward end of the lever H is moved laterally the shifting-rail B is thrown .to or from the rail A correspondingly.

To enable the driver or operator to manipulate the switch without leaving the car, we have provided the under side of the car-platform, near the end, with a bracket, N, or any other suitable device for strengthening and holding firmly the vertical shaft or rod O, which passes through this bracket and also through the car-platform L. The upperend of this shaft has a foot-rest, handle, or receptacle, P, and the lower end is provided with a forwardly-projecting arm, Q.

A coiled spring, R, where upper end is secured firmly to the shaft at a point under the platform, has its lower end restiu g on the bracket N. The object of this spriu g is to keep the shaft elevated when not in use.

On each side of the shaft 0 is a rack-bar, S, parallel with the shaft and secured to the dash M and platform L. These rack-bars are so located that the forward end of the foot-receptacle or handle F will engage therewith; but

to cause them to so engage it is necessary to 5 turn the shaft to the right or to the left a limited distancc.- The shaft 0 is therefore capa-. ble of being partially rotated and at the same time vertically moved.

The operation will now be explained.

As shown in Figs. 1 and 3, the shiftingrail is thrown against'the rail A, so as to switch the car on the branch track. In case the driver desires to run his car in that direction there will be no necessity for him to depress the shaft 0. Thearm Q, when elevated, is in the meantime a sufticient distance above the lug I, so as to pass clear and free; but should the driver desire to continue on the main line he places his foot on the foot-receptacle P, and at the same time turns it so that the forward end of the arm Q moves to the right. As the car approaches the switch the arm'strikes the lug I, forcing over the lever H, and thereby opening the switch. The driver in the succeeding car to reverse the switch reverses the direction of the arm Q.

Having described our invention, what we claim as new is- 1. In switches for street-railways, the coping 0, extending from track to track, having a central opening, 0, and lid D, and provided beneath said opening with the spider F, in combination with the laterally-vibrating lever H, having at one end an upwardly-projecting lug, I, and at the opposite end a connectingrod attached to the shifting end of a rail, substantially as and for the purpose set forth.

2. In switches for street-railways, the coping having on its exposed sides the downwardlyturned flanges.O, substantially as and for the purpose set forth.

3. In street-railways, the coping having the spider F, provided with the laterally-vibrating lever H, connected with the switching-rail B, the forward end of said lever having a lug projecting up through the coping, in combination with a car having a vertical shaft, 0, as shown, provided with a forwardly-projecting arm, substantially as herein shown.

In testimony that we claim the foregoing we have hereunto set our hands this 14th day of February, 1882, in the presence of witnesses.

ORRIN A. REYNOLDS.- EIAMES A. SHEPHERDSON.

Witnesses:

W. S. NEELY, B. MCGR-EGOR. 

